Motor vehicle



Jan. 18, 1944. I w. k. GRISWOLD EI'AL MOTOR VEHICLE Filed Sept. 27, 1940 4 Sheets-Sheet l w.' R. GRISWOLD arm. 2,339,473

MOTOR VEHICLE Filed Sept. 27, 1940 4 Sheets-Sheet 3 Jan. 18, 1344- w w. R. sRlswoLb ETALYY MOTOR VEHICLE Filedsept. 27, 1940 4 Sheets-Sheet 4 INVENIOR M78. .1 BY M Patented Jan. 18, 1944 f UNITED STATES PATENT OFFICE Moron VEHICLE Walter R.- Griswold, Detroit, and Forest R. Mc-

Farland, Huntington Woods, Mich., assignors to Packard Motor Car Company, Detroit, Mich a corporation of Michigan Application September 27, 1940, Serial No. 358,669

Claims. (Cl. 74-262) This invention. relates to drive mechanism and more particularlyto the type of motor vehicle drive mechanism shown in Patent No, 2,292,633,

dated August 11, 1942.

An object of this invention is to provide a change sp'eed gearing that can be readily connected with and disconnected from a drive mechanism as a unit.

' The fluid coupling may be of any suitable through a tail shaft III to the usual vehicle traction wheels (not shown). construction for transmitting drive from the crankshaft or drive shaft II; and comprises a driving vane portion i2, fixed to the drive shaft, and a driven vane portion it that includes a driving shaft I4. This driving shaft extends into the hub of the driving vane of the fluid clutch and is carried therein by a suitable bearing [5.

The fluid clutch unit includes a casing l6 and the change speed unit includes a casing l1, such casings being detachable and secured together by suitable detachable means such as bolts I8. The

change speed gearing casing carries the tail shaft l0 andthree aligned sets of planetary gearing D,Eand F.-

speed gearing in which torque willibe automatically reduced in conjunction with the establishment'of a circuit to cause a change in the drive.

Another object of the invention is to provide an automatic control for magnetically regulated change speed gearing of motor vehicles in which shaft speed and engine vacuum conditions joint- 7 1y determine .the driving connection as dictated by the position of the accelerator pedal.

These and other objects of the invention will appear from the following description taken in connection with the drawings, which form a part of the specification, and in which:

Fig. 1 is a fragmentary side elevational view of a motor vehicle having the'invention incorporated therewith;

Fig. 2 is a vertical sectional view taken longitudinally through the power transmission mechanism;

Fig. 3 is a diagrammatic view of the system for controlling the change speed mechanism;

Fig. 4 is a fragmentary plan view of the vehicle steering wheel and the change speed shift lever;

Fig. 5 is a side elevational view, partly in section, of the solenoid control mechanism for the throttle valve that is eifective during-a shifting operation ofthe 'change speed mechanism.

The power transmission mechanism shown in the drawings can be utilized as a drive for various purposes, such as for automobiles.

Such mechanism comprises generally a fluid coupling unit A, an engine unit B and a change speed unit C.

The drive passes from the change speed unit -mounted on the bushing gear l9. I

The forward planetary gearing D comprises a sun gear IS, a ring gear 20, planet gears 2| and a carrier 22 for shafts 23 on which the planet gears'are rotatably mounted. The sun gear has a forwardly extending sleeve on which is formed internal teeth 24 providing one element of a positive clutch. The driving shaft It has a clutch sleeve 25 splined thereon and such sleeve is provided with external teeth 26 that'form the other element of a positive clutch. These teeth 28 can be engaged with and disengaged from teeth 24 by an axial movement when the change speed unit is moved into and out of assembled relation with the clutch unit. This detachable "clutch 24, 28 provides the power connection between the fluid clutch unit and the forward planetary gearing of the change speed gearing unit.

* x The driving shaft I4 is in the form of a sleeve that telescopes the forward end of a bearing shaft 21, the lattershaft being carried in roller bearings 28 mounted in the ends of the driving shaft. A splined bushing 29 is mounted on .shaft2'l inside of the sun gear I! and keys 'Sl fix the bushing to the shaft. Two ball bearing units 30 are and support the sun The middle, planetary gearing E comprises sun gear 32, ring gear .23, pinions 24 andcarrier for pinion supporting shafts 36. The sun gear has a forwardly extending sleeve 31 that is splined to carrier 22 of the-planetary gear- 'ing unit D and suitable bearings 38 are provided between the Sim gear and supporting shaft 21.

A shaft 2! extends rearwardly from the planetary gearing unit E and has an enlarged end III with peripheral teeth that engage with the teeth of ring gear 23. This shaft- 22 provides the power connection between units I and 1".

a rearwardly extending hub portion 45 provided with cam surfaces with which rollers 41 ride to clutch the carrier in a one-way driving relation with the enlarged forward end 48 9f the tail shaft l0. The enlarged end of the tail shaft is also formed with teeth 49 that are engaged with the teeth of ring gear 42.

When the planetary gearing unit is free to idle,

drive from shaft 39 flows directly to tail shaft l through the one-way clutch rollers and the carrier extension 46 that is splined to shaft-39. When the sun gear 43 is held from rotation, the drive is through the planetary gearing to the tailshaft and as the pinion gears track around the sun gear, the ring gear will rotate faster than shaft 39 and will rotate the tail shaft faster than dinot drive through the rollers 41. The sun gear 43 is held stationary by magnetic brake means in which plates 50 are drawn into frictional engagement by the energizing of a magnet coil in a backing member 52. The plates are alternately splined to casing I1 and to a sleeve 53 projecting forwardly from the sun gear 43. The backing member is secured interiorly of casing l1 and carries a bearing 54 in which the forward portion of shaft 39 is rotatably mounted. The rear end of shaft 39 is mounted in the hollow front end of the tail shaft and the front end of shaft 39 is hollow and receives the rear end .Of supporting shaft 21. At the forward end of shaft 39 is a clutch 0r coupling member 55 having internal teeth meshing with teeth on a flanged portion of shaft 21 and external teeth engaging with the teeth of ring gear 33.

The carrier 35 is formed with teeth 55 that can be engaged with teeth on plate 51 when shifted forwardly. When such teeth are enaged the carrier of the central planetary gearing is held stationary and reverse drive through the planetary gearing unit E will be established. When'the teeth 53 are shifted rearwardly to engage the teeth of ring gear 33; as shown in Fig:

2, then the planetary gearing is locked and the drive through unit IE! will be direct. In order to provide for this shifting, the carrier is formed with a forwardly extending sleeve 59 that is 'engaged by a suitable shift mechanism.

to the carrier 22 so that direct drive between shaft l4 and sleeve 31 is established. When the armature is in forward position, ring gear 29 is held stationary so that the planetary pinions 2| will track around it to provide a reduced drive through the gearing from shaft M to sleeve 3|.

The forward planetary gearing unit is shown provided with a one-way clutch which may replace the forward magnet or may be used in conjunction therewith. A hub clutch element I5 is fixed to ring gear 29 and has cam surfaces on which rollers I3 ride. A reaction element I1 is fixed to magnet ring 65 and has a circular hub portion with which'rollers l6 engage, In the event magnet 85 is not employed, then the element '1'! can be fixed directly to the casing I1.

In describing the control for obtaining the various possible changes of speed, the front magnet will be included as part of the gearing structure. First speed forward results when magnet 65 is effective to hold ring gear 20 stationary, the drive being direct through gearing E and from shaft 39 to shaft l0 through the one-way clutch 46, 41,and 48. Second speed forward results when magnets 55 and 52 are effective, the drive through gearing E being direct and as sun 'gear 49 is held stationary the rear planetary etary gearing E and through the one-way clutch When the positive direct drive between shafts I 39 and I'll is desired, clutch 59 is shifted forwardly. The clutch has forward fingers 50 that project through windows 5| in the radial flange at the front end of the tall shaft and on such fingers are teeth adapted to be meshed with teeth on a ring clutch member 32 fixed to carrier 4|. The clutch member 59 rotates with the tail shaft because of the fingers projecting into the windows and when moved forwardly to engage clutch ring 62, a two-way positive drive is provided between carrier 4|, splined to shaft 33, 'and shaft Ill. The mechanism for ope'ra'tingsleeve 59 and clutch 59 can be manually operated and can be interconnected to engage the direct positive clutch when reverse drive is established through the gearing unit E.

Direct or reduced drive can be established through the forward planetary gearing unit D.

'An armature ring 53 encircles ring gear 29 andto casing I'I is-a magnet ring 55 carrying two.

coils 35 and 51, and rearwardly of the armature between shafts 39 and I0. Fourth speed forward, or overdrive, is obtained by energizing magnets 58 and 52 whereupon the drive is direct through gearings D and E, and is increased through gearing F. Reverse drive is obtained by energizing magnet 55, engaging carrier teeth 55 with the teeth of plate 51, to reverse the drive through unit E, and locking unit F by engagin clutch 59 with the teeth of ring 62.

The selection and control of the change speed gearing will now be described. A grounded battery 89 has a conductor line 9| leading there- 'from and in such line is a control switch 32 and a signal lamp 83. This line extends to manually adjustable switch mechanism 84 that is under the control of the driver through means of a shift lever 85,. located adjacent the vehicle steering wheel 85, and suitable actuating mech-- anism between the lever and the two movable elements '19 and 81 of the switch mechanism. This actuating mechanism extends through a tube 93 and can be manipulated by the lever to shift clutch sleeves 58 and 59. A link 39 is arranged to be operated by the actuating mechsuch that the clutch sleeves will be shifted in a desired manner to suit apparatus of the main control switch 34 through actuation of the lever 95.

Themain control switch 94 is similar to that 98 and 99 that are adapted to engage with contacts on terminals I00, IOI, I02 and I03. The movable switch'element 19 is adapted to engage contacts on terminals I04 and I05.

4 switch element 81 is also-provided with contacts There is a governor controlled switch structure I 06 in the control system that is responsive to the rotation of shaft I01 having a gear I08 fixed thereon and meshing with gear l09 formed on the tail shaft. The switch structure comprises four switches H0, III, H2 and H3. This governor actuated switch structure is responsive to the speed of the tail shaft to.automatically make and break the switches in the order to be described hereinafter. This switch structure forms a part of the previously referred to patent.

There is also a circuit control means H4 in the control mechanism having a switch II5 arranged to be normally closed and to be opened by suitablemechanism (not shown) actuated by the mechanism for.shifting clutch sleeves 58-and 59 when in engaged relation to establish reverse drive. Such mechanism forms a part of the patentpreviously referred to.

There is also a switch structure H8 in the control mechanism adapted to be responsive to operation of the accelerator pedal H1 through suitable mechanism. This switch structure includes a pair of switches, one of which will be referred to as the kick-down switch H8 and the other 'of which will'be referred to as the accelerator switch H9. This switch structure forms a partof the patent previously referred to.

There is still another switch structure I20 in the control mechanism suitablyfconnected'for response to pressure conditions in the intake. manifold I2I. This switch structure comprises a switch I 22.

Associated with the control mechanism is a control means I23 operable to momentarily close the engine throttle valve and to restore the same. to the initial position so thattorque in the change speed mechanism will be reduced whenever the magnet 88 is initially energized.

The contact terminal I05 is directly connected with magnet coils 60 and 59 by a conductor line I24 and magnet 'coil 81 is directly connected with contact terminal I02by conductor line I25. Conductor line I28 connects terminal contact I03 with switches III and H3, and conductor line I21 connects terminal contact I with switches H9, H0 and III. Conductor line I28 connects terminal contact I04 with switches I22 and III while conductor line I29 connects switches H3, H8 and I22 with contact terminal IOI. Switches H2 and-I I3 are connected by conductor line I30 and switches H2 and I22 ar connected'by conductor line I3I.'- Switches H0 and I22 are connected by conductor line I32. The reverse. switch H is connected to magnet coil 5I by line I33 and to switch H8 by line I34. Line I35 connects switch I I9 with magnet coil 81.-

The main manually operable switch structure I 84 is adjusted into desired position by suitable manipulation of the lever .85. The elements and 81 of this switch ar moved together and live strip contact 95..

element 81 is engageable with contacts 95', 95",

' and 95', on the live strip 85, such strip being energized by the battery 80. whenever the switch 82 is closed. This switch 82 may also control th current flow to the engine ignition conduit 93.- As shown in Fig. 3, the movable elements of the manually controlled switch are in neutral position so that the magnet coils are dead. The

'switchcan be adjusted to obtain a forward drive at variable speeds, as regulated by the governor switch, vacuum switch and accelerator operated switches, to obtain a forward drive'in second.

speed only, or for reverse drive.

When reverse drive is desired, such selection by the hand lever 85 will move sleeve 58 to lock the carrier with plate-51, will move sleeve 58 to lock with ring 82, will open the switch I I5 and will shift the switch element 81 to the left as viewed in Fig. 3 connecting contact I00 with the Current will then flow through line I21 to switch H9 and, upon slight pressure against the accelerator pedal, switch I I9 will be closed so that current will flow through line I35 to magnet coil 81. The magnet, thus energized will hold armature 63 and ring gear 20 stationary to thus reduce the drive through planetary gearing D and such drive will be retacts. IM and I02 to connect lines I28 and I25 and I24. closedanyof the switches H0, III, H2, and

with the live strip contact 95". The reverse switch II5 will be closed andcoils 61 and 5| will beenergized. Current will ,flow from line I25 directly to coil 61 and from line I29 through normally closed switch II 8 to line I34, switch II5, line I33 to coil 5|. Coil 81 will hold armature 83 to reduce the drive through the planetary gear ing D, planetary gearing E will be locked for direct drive and sun gear 43 will be held stationary by magnet 52 holding plates 50 in engagement to increase the drive through planetary gearing F. With this arrangement ,the magnet coils of the change speed gearing are not affected by the action of the governor switch and the drive will remain in second speed forward unless the accelerator pedal is depressed beyond wide open throttle valve position when it will open switch H8, but likelihood of this is remoteand unnecessary to maximum engine operation.

By adjusting lever 85 to shift the switch contacts 18 and 81 to the right, as viewed in Fig. 3, so that contact 19 engages terminal contacts I04 and I05 and so that contact 81 connects contact I03 with the live .strip contact. then the control mechanism acts automatically to provide four different forward speed drivesthrough the transmission mechanism. Such 'settinggf the main control switch elements 19 and 81 will errergize the conductor line I26 leading to switches H0, II I and H3 of the governor switch structure and will establish a connection between lines I28 Assuming that .the governor has not H3, and it will not under a predetermined tail shaft speed, currentwill flow through line I28, switches III and H0 and through line I21 to the current will flow through line I35 to coil 61 and thus first speed forward drive is established. The

. drive will be reduced through the planetary gearing D because the ring gear 20 is held stationary,

the planetary gearing E will be locked and the planetary gearing F will be free so the drive from gearing D will pass directly through gearing E and wi ll'be transmitted to the tail shaft I from shaft 33 through the one-way rollers 41. This first speed circuit will be established when the tail shaft is running below a predetermined speed regardless of the, position of I22.

When the main switch .04 is set for forward drive and the tail shaft speed is above that resulting in first speed drive, just referred to, the governor switch takes entire control of the shift when the vacuum is less than a predetermined value, except as varied by switch II8. However, when the vacuum is more than the predetermined value then the vacuum switch I22 takes control so that the gearing, when in overdrive will remainin overdrive, but as soon as the drive is accelerated so that vacuum drops below the predetermined value then the governor switchvtakes control to establish the gear relation in accord+ the. vacuum switch .ance with its position at such times.

When the tail shaft is accelerated above maximum first speed drive, the governor will close switch H0 and as conductor line I26 is energized current will fiow through switch III-and II 0 to lines I25 and I32. Line I25connects directly 'line I34 to normally closed switch and through line I33 to coil 5|. Thus the front planetary ring is heldstationary, reducing the drive, the middle planetary gearing is locked together and the sun gear 43 of the rear planetary gearing is held stationary increasing the driving speed through the rear planetary gearing to the tail shaft I0. In this relation second speed forward drive through the transmission automatically results.

To obtain third speed forward, or direct drive, coil 66 must be energized and coils 61 and 5| deenergized. Assuming that vacuum is low so that switch I22 connects lines I3I and I32-and that the tail shaft speed has increased above second speed drive the governor switch III will move away from line I21 into engagement with mounted on bracket I42.

63 has been energized, and will thus delay shifting of the armature. By using the coil 66, the residual magnetism of coil 61 will be broken down so that the armature will not be unduly delayed The accelerator pedal I I1 is connected by link I39 to an arm I fixed on shaft I4I suitably Another arm I43 is fixed to shaft I and is connected by'link I44 to lever I45, and a link I46 connects one end of this lever to. the arm I" for actuating throttle valve I46 of the carburetor I49.

.pivotally mounted on a supporting bracket I53 suitably fixed to the engine. When the acceleraline I20, then current will flow through the conductor line I26 to switch III and through line I26 to contact terminals I04 and I05 thatare connected by the switch element 16 and then through line I24 to coil 66. While switch IIO connects lines I32, I25 and .I2I in first speed and in speeds thereabove, current thereto is broken when the switch III moves away from line I21 and engages line I26 and consequently during low vacuum conditions coil 66 will be enersized and coils 61 or ,5I will be dead; This current flow will also pass to coil 66, the winding of which is in reverse direction to that in which current flows to (2011 61. When shifting the current from coil 61 to coil 60, such as in shifting from second speed .to directforwarddrive. thecircular fiux around the coil 61 will unduly hold the armature 63 by magnetic force after the coil tor pedal is actuated, lever I will be rocked on' the pivot means I5I as positionedby the rod I50. When the accelerator pedal is depressed, the connection between lever I45 and link I44 will remain stationary and -will serve as a fulcrum for lever l45 when the rod I is shifted, so in this manner the rod can move the lever to provide a closing movement of the throttle valve when the accelerator pedal is depressed and without exerting any appreciable force against the operators foot. v

The bracket I53 aalso carries mechanism for operating rod I50 which is responsive to the elec trical control system for the shift magnets. As previously stated it is desirable to move the throttle valve in a closing direction when energizing magnet 68, and this is accomplished by moving 'rod I50 to they right as viewed in Figs. 1 and 5, ,and downwardly as viewed in Fig.3, through means of solenoids. Rod I50 extends through core I 54 and partly through armature I56 of solenoid I55. The rod has a head portion I5I seated and 5 and the lever I 45 will swing anti-clockwise about its pivotal connection with link I44 to thus cause link I46 to swing the throttle valve in a.

closing direction and thereby reduce driving torque.- This solenoid action is only momentary.

When linejl24 is energized, current will flow tocoil 66 and from lin I24 to conductor line I62 leading to relay coil I63 and to -a second solenoid I64 in the throttle control device. The

relay coil is connected by'line I6'I to a switch I66 with which a grounded movable switch member I66 is held in contact by spring I10. Another switch member "I is connected with the coil of solenoid I64 and is adapted to be con-' tacted bymovable switch member I66. When the relay coil is energized it closes a spring opened.

switch I65 connecting solenoid I with the live conductor line 6|, and solenoid I55 moves rod I56 has an actuator I12 fixed thereto and when tact I6'6- deenergizes relay I63 releasing switch I65 and breaking the circuit to the solenoid I65 so that the lever I45is returned to its initial position as dictated by the position of the accelerator pedal. At the same time solenoid I64 will hold the switch member I66 out or contact with element I68 until coil 66 is deenergized. Thus at the times magnet coil 66 is energized, the throttle valve will be moved in a closing direction so that driving torque is reduced-and a smooth engagement of armature 63 with magne't 66 will occur. 7

When coil 66 is thus energized and coils 61 and are dead, the front planetary gearing D will be locked together, the middle. planetary' gearing E will be locked together and the rear planetary gearing F will be. free so that there will be direct drive from the power unit which with line I26, switch III will engage hne I26 and will be disengaged from line I21, and switch IIO will connect lines I25 and I32. Assuming that vacuum is low, switch I22 will connect lines I3I. and I32. Under such circumstances coil 66 will remain energized through-the same circuit D becausethe armature 63 is locked to the magnet 68, there will be a'direct drive through the middle planetary E and there will be a geared up drive through the planetary gearing F because the sun gear 43 is held by magnet 52.

A somewhat different control of the magnet coils is obtained when the vacuum is high so that switch I22 connects lines I26 and I26-and disconnects lines I3I and I32. When the switches 0, HI, 2 and H3 are'ln theposition shdwn 'in Fig. 3, their disengaged position, then, as previously explained, by slightly depressing the accelerator switch II6 coil 61 wili be energized and a this is'so irrespective .iAssuming that the governor switch mechanism is set for second speed forward, as previously described, with the swltch IIO connecting lines 125 and I32, than high vacuunrwill break the con nection through lines I3I and I32 leadlngto coil 5I so that only coil 61 be energized, which is the relation for first speed forward drive. Assuining that there is high vacuum and the gov- 2,839,473 in to close the throttle valve. The armature capenergized as previously described for direct drive but coil 6I will also be energized through line I26, tch I22, line I26, switch II 6,-' line I34,'switch 5 arrangement in the gearing that is present in o ,erdrive.

When in the overdrive position, shifting of the vacuum switch from low pressure to high pressure position will disconnect lines BI and 6 I32 and will connect lines I26 and I26 but will have no efl'ect upon the magnets. The same circuit will be retained for magnet coil 5| and a different circuit will be established for magnet coil 66, this latter circuit consisting of the live and line I24. With this arrangement of vacu'-' um switch control, the change speed gearing will remain in overdrive position when coasting down from overdrive. through second. speed forward drive. Thu the mechanism, when' decelerating will remain in overdrive relation from a top speed down to approximately eight miles an hour and below such speed the transmission will free wheel. Whenever there is acceleration by stepping on r the throttle the speed dictated by the governor position at such time will again be established.

Thus, during deceleration, the vacuum switchtemporarlly takes away the controlby the gov- 30 nor switch but the governor switch is reestablished for the positiondt dictates whenever the v accelerator pedal is pressed down.

The kick-down switch I is normally closed and is only open when the accelerator pedal is moved beyond wide open. throttle position. This movement of the switch is accomplished through means or an actuator I60 operated by a sector l8l fixed on a shaft I and effective to operate the switch only after the shaft has been rocked 40 by a further depression of the link I36 beyond position where the throttle valve is wide open. Such opening of the switch III will take the control away from the governor switch, when in overdrive position, and will establish direct drive because the circuit to coil 5| is thus broken leaving only coil energized. By allowing return of the accelerator pedal to less than wide open throttle position, the switch II6 will again establish. a connection between lines I26 and I34 to again energize coil II. In this manner, through manipulation of the accelerator pedal the driver, when the governor switch mec is in overdrive position, can shift back and forth between direct and foverdrive control for the magnets andthe change speed mechanism.

Although the invention has been describedin connection with a specific embodiment, the principles involved are susceptible of numerous other apphcations which will readily occur to persons sxlliedin the art. The invention is therefore to be limited only as indicated by the scope of the appended claims.

'Whatisclaimedis; v 1. In a transmission mechanism, a casing hav-' ing a reaction member fixed gearing in the casing including a ring gear. a P

ion carrier and a sun gear, a fluid clutch drive I shaft in dri i s ielatlon with the pill-notary 8 5 ing sun gear, a shaft in driven relation with the planet ry gearing carrier, magnetic mean operable to lock the planetary gearing ring gear and carrier together, and a one-way brake means hetween said rin gear and said reaction member eirective when said magnetic means is inefl ctive.

u 2. In motor vehicle change speed-gearing in I 5 and line I36 which is the same change speed line I26, switch ,II3,. line I26, switch I22, line I26, contact I04, switch member I6, contact"! therein, planetary which the driving *speed is selected by magnets, means for controlling said m nets to select the driving relation of the gearing automatically in arrangement dictated by the governor switch being established whenever the vacuum switch shifts vfrom high vacuum position to low vacuum position. I a J 3. Motor vehicle change speed gearing comprising a drive shaft, a driven shaft, a drive and a driven planetary gearing operative in direct driving relation between said shafts, a pair of magnets selectively operable to'establish a direct or a modified drive through the drive gearing, a v

one-way clutch connection operable between the matically energizing the magnets to establish one speed switch reestablishing the circuit condition dictated by its normal position whenever the vac- A 2,ss9,47s

uum switchmember, said speed actuating member controning the circuits when the vacuum is low and the vacuum switch nullifying the action of the speed responsive switch member whenever the vacuum is above a predetermined value, said uum falls below the predetermined value.

1 drive planetary gearing and the driven shaft, a

magnet operable to hold a portion of the driven planetary gearing for modifying-the drive to the driven shaft, circuit establishing meansfor autoof four driving speeds from the drive shaft to the drivenshaft in' response to operation of the motor vehicle throttle valve operating mechanism, and control means for the circuits includ ing a speed actuated switch member and'a vac- 4. ,In a transmission mechanisms drive shaft, a tail shaft, an idler shaft intermediate the drive and driven shafts, said shafts being in alignedrelation, a planetary gearing driven by thedrive shaft and having a sun gear rotatably mounted on the idler shaft, a planetarygearing having a ring gear fixed to the tail shaft and to the idler shaft and a sun gear rotatabl mounted on the idler shaft, meanslconnecting the lanetary gearings in driving relation with each other, and bearing means between the idler shaft and the sun gears of said planetary gearings.

5. In a transmission mechanism, a drive shaft, a tail shaft, an idler shaft intermediate the drive and driven shafts, said shafts being in aligned relation, a planetary gearing rotatably mounted on the idler shaft adjacent the drive shaft and connected to be driven by the drive shaft, a planetary gearing having a sun gear rotatably mounted on the idler shaft adjacent the tail shaft and a ring gear fixed torotate with the idler shaft and with the tail shaft, and bearing mean between the planetary gearing adjacent the drive shaft and-the idler shaft and between the sun gear and the idler-shaft.

WALTER R. omswoLn. r-onss'r n. McFARLAND. 

